Acknowledgment valve



July 12, 1927.

J. F. WEBB, JR

ACKNOWLEDGEMENT VALVE Original Filed Feb. '26, 1925 INVENTOR -5 Jed/f EMM, Jn.

Patented .I-ulyY 12, 1927.

PATENT OFFICE.

JEAN FRANCIS WEBB, JR., or NEW YORK, N. Y.

AGKNOWLEDGMENT VALVE.

'Original application led February 26, 1925, Serial No. 11,868. `ivided and this application led September 21, 1926. .Serial No. 136,857. Y i

My invention, which relates particularly to train stopping apparatus, has-for its'object to provide a new and improved construction of acknowledgment valve, by means of which the engineerinay convert the automatic stop action' into a speed control action, and this valve is particularly designed and adapted,

to function in the train stopping system whichconstitutes the subject'A matter of my application filed February 26, 1925, Serial No. 11,868, patented Oct. 12,1926,No. 1,602,- 5,13, of which application the present one is a division. f

More particularly the present invention seeks to provide a simple, rugged construction of valve mechanism in which the use .of packing rings and washers is avoided and Figure 2is a front elevationfof the valve.V

Figure 3 is a side elevation thereof.

Figure Ll: is a bottom yplan view of the same.`

.,Figure' is a vertical sect-ion Yon the line 5 5 of Figure L1. p Referring now to the accompanying drawing in whichlike numerals of reference indicate like parts in all the figures, 1 represents the engineer valve which isconnecteu Vtothe train `line section 2 that in turn Vconnects with the train line l through the cut usual manner. l Y A 6 designates the automatic train control valve,'the constructionof*which may-be that disclosed inmy Patent No. 1,487,991, issued March 25, "19211; --7 designates a pipe connecting the cut-ont cock withthe inlet port 12 of the automatic train control valve 6, while` 8 -designates a pipe from the cut-out out cock 3 and.doublefhe'ading cock 5 inthe ,cock to the port f) ofthe automatic train lcont- -trol valve 6. The port 9 of the valve 6 is the v`one that connects "with the main chamber of the valve. The outlet port 13 ofthe train control valve'6 is connected byv a pipe 11 to the selective valve 14. -17 ,is a pipe which' connects with vthe outlet lport of the.`

`head 62X in which a Ycross pin 62y lies.

selective valve 11 vand delivers to atmosphere vthrough the indication whistle 18.

4a pipe 23 in which is a check valve-24 to the valve mechanism of the centrifugal speed control governor device 22.

From the centrifugal speed control governor device a pipe leads to atmosphere through the speed control whistle 26. 3U designates a pipe from the centrifugal speed control.l mechanism yto the selective valve 14. A blanking valve 27 isemployed and a maximum speed control mechanism 28 is asso* ciated with the centrifugal governor and connected by a. pipeY 29 with the blanking valve to control its operation.

32 indicates the plunger mechanism and 33 represents the main cam which is operated by the plunger mechanism'and in `turn operates'the automatictrain control valve mechanism l6. Y;

40 designates the selective valve cam which has a lip to be engagedL by the plunger on its up-strokre to turn the cam to bring its lug 42 into the normal position shown diagrammatically in Figure 1, thereby` causing movement ofthe valve-,piston of the selec` tive valve mechanism 14 inwardly.

` The acknowledgment valve 19 has a handle fulcrumed on a pin 61 andr held in the neutral or central position by a spring latch 62. rlhe main chamber of the housing of the acknowledgment valve 19 communicates withbranch chambers 64 andv 65. through valved passages. The latch 62 has a forked A spring 60y presses against a washer 60z and is held in the hollow handle 60v by the screw cap 60?i to press the latch 62 into constant ycontact with the notched lug 61?. a

66 designates the inlet to chamber 63 from the train line connection pipe `2O while 67 indicates the valve controlling the passage between chambers 63 and 64, the latter cham` ber being the branchv tof which pipe 21 connects. 68 designates the valve between chambers 63 and 65, the latter beingthe,

chamber with which the pipe 23 connects.

The valvesy 67 and 68 have stems 69 and 70 (fil respectively which engage the heels 7l of the handle GO and are operated by movement oit the handle in one direction or the other.

As the construction of all ot' the 'foregoingg' described parts which are not shown in Figures il to 5 inclusive per se `constitute no part utf the present invention, 'turther description and disclosure thereojt in vthis application is thought to be unnectesalryv as the construction and operation thereof can be well understood by reference to my original application or the patent issued thereon and relerred to aforesaid. Suilice it to say that in. usingl my present invention if the engincf man is alive and alert` and desires to convert an automatic stop action into a speed controlled action, he moves his aclvnowledgment valve lll so as to introduce ail' (which may be main reservoir air) behind the rie-ht hand ring' of the pieton 57 ot the selective valve, and thus push ior vard (to the lett) the piston ot' the selective valve. This movement cuts otl the port to the pipe l? and indication whistle and connects the chan'iber be tween Athe two selective valve piston rings 59 with the port leadingI to the speed control .inechanisin` where the escaping train line air enters the chamber between the two piston rings lliv and 1.18 ot thc Speed control mechanism.

It the engineman has proper-liY obeyed the caution signal and reduced his speed to`r or below, the predetermined minimum, before passing the stop ramp,` the clnunber between the two piston rings 117 and 118 oit the speed control has no port to the atmosphere, and consfzequently no braking' action talles place.

It' the enf 'ine1nan` however, has passed over the stop ramp above the predeterniinerfl 'minimum speed, the air chamber between the two piston rings ot the, speed control is connected with the atmosphere through the port leading;l to the speed control whistle. '.l`he escaping train line air thereupon redures the pressure in the train line until the triple valves ell'ecta brake action, which in turn reduces the speed ot the train. vWhen the speed has been reduced to the predetermined minimum, thc spring' tension of the speed control overcoming1 the action of the governor balls pushesl backward (to the right) the speed control piston cutting ott" the port to the atmosphere through the .speed control whititl e. The stopping;l ot' this whistle informe` the engineman that hi s speed has been reduced to the predetern'iined mininnun, but hie brakes are still set; and, if he wishes to avoid an automatic stop, he must; move his aclniowledgrineut valve so that main reservoir air can be introduced into the train line by means o'l the pipe 23 leadingl through the speed control and the selective valve. Main reservoir air, so introduced, effects a releasing el the brakes with normal rapidity, and the engineman can then proceed at, or below, the predetermined minimum.

From the foregoing description, taken in connection with the accompanyingg dran/'ing it is thought the complete construction, op eration and advantages et my invention will he clear to those skilled in the art.

that l claim is:

l. An achnowledan'ieut valve comprising a asino having; an inlet charnbe und two outlet chambers, said raising having' valveyseat passages between said inlet chamber and the respective outlet clia'nibers, said easine' having hores through the same into the inlet chamber in aligri'unent with the valveeeat passages. screw plugs located in said bores, valves in said paisages for engaging said sente` springs between said valves and the respective screw plugs normally to retain the 'alvcs seated, stems lor said valves, said casing.l having;- bores to the outlet chanibers through which said stems project, a `lever rocltablv mounted on said easing and haviinr heels to engage said stems wherebyr when raid lever is rocked in one position one valve will be opened and when rocked in another position the other valve will be opened and vice versa.

i2. An acknowledunient valve comprising a casing;l having;` an inlet; chamber and two outlet chambers, said easing having valveseat passages between said inlet chamber and the respective outlet chambers, said casing having bores through the same into the inlet chamber in alignment with the valve-seat passages, screw plugs located in said bores, valves in said passages for engaging said seats, springs between lsaid valves and the respective screw plugs normally to retain the rvalven seated. stents Afor said valves, said casing' haviim` bores to (he outlet chambers through which said stems project. a lever roclnibly inoui'ited on said casino; and having;l heelsv to engage said stents wherebyr when said lever ie rocked in one position one valve `will be opened and when roclred in another position the otliervalve will be opened and vice versa, said easing having supportingears to which said lever is fulcrumed and said lever having' an oilset portion projected over one of said ears, a spring' latch carried in said ott-set portion to engage a notch in the car over which the offset portion projects` substantially as shown and described.

JEAN FRANCIS wenn, .ne 

